Internal combustion engine



.May 31,1932. J. A, .BARKEIJ u 4 INTERNAL COMBUSTION ENGINE Filed Dec. 26, 1925 lNvENTory. Mimo/*wif lll Patented May 31, 1932 UNITED :STATE-s JEAN A. H. BARKEIJ, Oli-LOIS ANGELES, GAIJIE'ORIN'IA` INTERNAL eoMBUs'rroN ENGINE- Application med December 2e, 1925. serial No vasos.

' My invention relates to internal combustion engines'and more particularly to sleevevalve internal combustion engines.

My primary object is to provide a sleeve.- valve` internal combustion engine, of which one ofthe sleeves (preferably the one nearest to'the piston) p is cooled internally by some fluid, in order to obtain a better cooling of the piston and the'sleeves.

My second object is to provide a sleeve, that can be machined from a solid piece of steel tube; the other sleeve or sleeves, the cylinder head, the cylinder wall can be likewise machined from solid pieces of steel.

My third object is to cool the sleeve equally over its entire surface, by decreasing the inside diameter of the oilpassages above and below the inlet and exhaust slot in the sleeveA compared with the diameter of the -oil passages in the connections between the upper and lower part of the sleeve.

My fourth object is to combine maximum strength and cooling surface with a minimum of weight of the sleeve in order to vdecrease vibration.

' Asides of the sleev I It is especially advantageous to prevent too much oil frpm entering the piston chamber via the inlet ports in the sleeves', due to the suction therein (piston chamber) by applying suction on said inlet side to counteract said first suction, thereby preventing excessive smoking and carboning up of the combustion chambe1.

sixth object is to provide van oil reservoir on to of the water reservoir, in order to cool the 011 by the adjacent Waterja'cket.

. My seventh object is to decrease the entire y engine length byeliminating the' water spaces, thereby decreasing the length of the crankshaft, camshaft and crankcase.

' face of the wall separating said two quantisubstantially the heat of the lubricating Huid My eighth object is to. provide such a construction that the oil-reservoir cover, the water space, the'- detachable cylinder heads are connected to the cylinder'walls with a single row of bolts.

My final and general object is to provide a double cooling system for internal combustion engines, more especially of the constant volume type, the gasoline or petrol motor. The explosion space receives aA much greater 60 quantity of heat from the working fluid than the expansion space, especiallyin the latter type of engines. The explosion space should be cooled much more intensively than the ex pansion space onits outside surface, as the 05 inside of the explosion space receives much more heat. To ecp-the vtemperature of the quantity of Huid, cooling the second space, at a higher temperature, the two quantities are permanently separated by'walls. One 7 of the quantities of cooling fluid can be more intensively cooled by an outside `cooling-ap'- paratus, not forming a part of the engine proper, although this condition. is immaterial to the system proposed. This system will 75 in general improve the fuel consumption of the engine and can be used directly to rectify the condition of the oil, if this fluid isused to cool either the expansion or the explosion space.

It is also my final and general object to cool the oil, used to lubricate the moving parts in the crankcase, by means of the temperature of the water, which is used to cool the cylinders. The great advantage of this sys- 85 tem is, that it is not necessary to lead the oil to a separate cooler-with all its attendant inconveniences. In the present system the oil is cooled directly by the water, said two quantities of fluid only separa-ted from each other 9 by a single metall wall, so that the heat exchange can be made very eective, This exchange can be increased by increasing the surties of liquid, and by the use of metals of highl 95 'conductivity between the .two quantities of fluid.- The water iscooled in an outside standl' ard radiator, as is well known in the art, so

that said'radiator regulates also directly and we lubricating the moving parts of the engine. Especially at high speeds when the pressures in the modern internal combustion engine are very high, the tempera-ture of the oil in the present engine, when far below the ordinary temperature in the Carters of modern motors, will increase or rather retain the lubricating qualities of the oil, especially the viscosity thereof. When said oil had to be conveyed back and forth to a radiator like the water, cooling the cylinder block, leakage is bound to occur much sooner than in the present system, in which the oil is kept in a closed and short circuit. The water in the present engine may, ofcourse, also cool the outside walls and 1, in order to cool the oil some more, before reaching the crankcase.

Considering the metals and liquids mostly v u sed in the construction of internal combustion engmes of both types under consideration, specific heat and specific conductivity of cast iron (steel), pure aluminum, oil and water are not identical.

The specific heat at about 100O C., for said materials is in the order enumerated, aluminumand water have greater specific heat than respectively iron and oil. i

For conductivity that of aluminum is greater than that of cast iron, though its density isffar less than that of cast iron. That of water less than that of oil.

For the method of cooling explained the combination of aluminum and water will vconduct m-ore heat away from the gases during compression and combustion than the combination of aluminum and oil, or cast iron with water or oil. The conductivity of gases is still poorer thanthat of liquids, which are poorer conductors than solids. Therefore, if air coolixi is used (air being a fluid) the wallsl of t e combustion space should be of aluminum and those of the' expansion space of cast iron or steel, in which case a greater amount of heat is conducted away from the working fluid in the combustion chamber than in the expansion chamber per unit of surface, and per unit of thickness of tlie walls of said chamber, per unit of time, per unitof temperature difference between the respective Vmateria-ls (gases and chamber-walls).

' Alloys of aluminum may have, however, specifc heat values and conductivity values which are vastly different ufrom aluminum as an element. Further, the specific heat and specific conductivity varies considerable with the temperature of said materials also. Therefore, the normal operating temperature of the walls of the combustion chamber and expansion chamber should be considered as being substantially below 100O Celsius under average conditions.

Thespecific conductivity of the metals of the walls of these two chambers at said temperatures and the specific heat of the coolingr materials, solids, liquids or fluids at saidr' temperatures, cooling said first metals should be primarily considered in the construction of a given land-, water, or air-engine in order to apply the proposed cooling system (thermodynamical-eficiency) to its greatest advantage. y

Specific heat is here considered the quantity of heat necessary to produce a temperature change, in unit mass, measured intC. G. S. units, as calories per gram per degree centigrade. A certain material has greater specific heat value if one calorie causes in said substance a smaller raise in temperature (here at average working temperatures of said internal combustion engines).YY Aluminum and water have a greater specific heat than cast iron and oil respectively.

Specific conductivity is the quantity of heat in calories, which is transmitted, acro an area of one square centimeter, through a thickness of one-centimeter, per second, when the temperature diferenceis one degree centigrade. Aluminum (pure) has greater conductivity than cast iron at about 100 Celsius, and water has less conductivity than lubricating oil at temperatures below, or closelyu around, 100 Celsius. i

The specific heat of pure aluminum approaches that of cast iron pretty close at high temperatures. Therefore, in a water-cooled engine there is greater difference in the ap- Ani plication of these two different metals than in valve cylinder, a sleeve with vertical and horizontal oil passages, a piston, a water-cooled cylinder head, an oil reservoir on top of the water space above the cylinder head.

Fig. 2 is a similar horizontal view ofthe *l inner sleeve on the line S1 of Fig. 1.

Fig. 3 is a sectional horizontal view of the same sleeve on the line S2 of Fig.- 1.

Fig. 4 isla similar view o f the same sleeve on the line S3 of Fig. 1.`

Fig. 5 is a'sectional vertical view of the inner sleeve on the line S4 of 2, between the lines S5 and S6 of Fig. 1, showing the horizontal oil passages above and belowthe inlet and exhaust ports.

Fig. 6 is a vertical elevation view of the inner sleeve on the circular section line of Fig. 4, showing thevertical and horizontal oil passages and the walls between these passages, the direction of lthe loil flow in gravi! tational direction. This drawing is purely diagrammatic, the surface of the sleeve being partially rolled out in the plane of the paper on the circular line S7 of Fig. 4.

n Fig. 1, 1 is the cylinder wall, 2 is the piston, 3 the connecting rod, 4 the inner sleeve, 5 the outer sleeve, 6 the detachable cylspace. 'are the oil passages, which lead from the reservoir 9, through the cylinder cover 7, the detachable cylinder head 6,'.the

intermediate connecting plate 10a, towards the annular space 11 abovethe inner sleeve 4.

.12 are rings to decrease the inside diameter A -ofthe oil passages 13b in the sleeve 4. 4a is the increasedsdiameter of the top of the sleeve, 4b the oil ring therein, 14 is the inside, 15 the outsideof the sleeve 4. 20 is the upper edge,

21 the lower edge adjacent to the exhaust port 24 andj the inlet port 25 of the inner sleeve 4. 22are the rings which will be explained later. 23 are the horizontal oil passages above and below the ports -in the sleeve 4. 24 is the exhaust port, 25 the inlet port in said sleeve? 26 the exhaustport in the outer sleeve, 27 a the inlet port. 28 is the exhaust manifold, 29 the inlet manifold. .30 is an oil pipe to eliminate superfluous oil passing the oil rings 4b and the oil rings 4c. This suction pipe connects in the cylinder Wall first with the Vannular space 31 above the outer sleeve and below the increased diameter 4a `of the inner sleeve, and from there through the oil holes 13d in the inner sleeve 4, with the inside bore of said sleeveand' the outer sur"- face of the detachable headcarrying theoil rings 40,6?) are the junk rings. It sunder- .stood that the detachable head may be provided with oil grooves between the two lat-A ter types of rings communicating with Ythe oil holes 13d oflthe inner sleeve, tov abduct the oil passing said rings 4c. l

f32 is a pump which. carries the oil from the crankcase through the pipe' 33 towards the oil space 9. A In Fig.` 2 the. same numbers 4, 4a,'4b, 12, 13, 13a, 13d, 14, 15 represent the same parts as in Fig. 1.

The oil rings maybe in multiple. The space 31 is not necessary' if a single sleeve is used. v

The nonlubricating cooling iluid is placed within the lubricating fluid for the following reasons. e

1 The heat in the oil can'radiate towards the air and towardsthe water.

2 The water can be better transferred to an outside cooling apparatus.

3 Lost water can be replaced cheaper and valmost anywhere.

have two, distinct advantages above .jacket cooling. The resistance against internal pressures is increased, the cooling capacity increased. These two advantages are of increasing importance, if the cylinder diameter increases'. Horizontal circular passages might have the same advantagein said second respect, but is inferior in said first respect.

i Equally in Fig. 3 the same numbers represent the same parts; it represents a horizon` tal section of the sleeve a little lower, than ,Fig` 2, but alcove the ports. The diameter of the holes shown in this Fig. 3 are in proportion equal to vthose shown in Fig. 1 at the top end, without the inserted tubes 12', and equal to those at the bottom end of the sleeve. It

is understood that the circular holes can be made of uniform size for reasons of economy A the sleeve to vthelo'wer part.

In Fig. 5, 23 is a horizontaloil passage connecting all the verticaloil passages above the exhaust and inlet port, 22 are'rings which cover these horizontal oil passages.

The oil passages 13b, shown in Fig. 2, end

into thehorizontal passages 23. The oil pas sages 130, are not shown in Fig. 5, but` they end alsointo these passages as isshown in Fig. 6.

In this Fig. 6 the outer surface of the inner sleeve, on the lines S7 of Fig. 4, is shown and the rings are removed in order to show the horizontal oil passages 23,- and the vertical passages13b and 13e, above and below the exhaust port 24. The intermediate walls 13a. and the upper and lower edge 2() and 21 are shown, 17 is the bridge with a single oil passage, connecting the upper part with the lower part of the sleeve. The flow of the oil is indicated b v arrows. The surface of the section on the line S7 is rolled out in the plane of the paper, ,the drawing is not perspective.

22 are rings which cover the horizontal oil passages '23, machined in the body'of the sleeve, in order to connect all the vertical passages in the upper and lower part of the sleeve. The vertical oil holes 13'?)V going' Straight through the connection 16, 17, 18. 19 can be drilled with a larger diameter than the oil holes 13o, in order to obtain equal cooling of the sleeve; the aggregate area of the oil holes at the top of the sleeve should be approximately equalto that of the area of the oil passagesgoing through he bridges 16, 17, 18, 19. The oil holes 13b can be drilled 17, 18, 19. The vertical oil holes "ports (see S8 in Fig.

.pumped from the crankcase to the oil reservoir 9 and will disappear in a continuous stream downwards through the holes 10 in the oil cover 7, plate 10a, and through the upper part of the 'detachable head 6, through the annular space 11, to the oil holes 13b and 130 of the sleeve. The oil leaves at the bot-- tom of the sleeves and lubricates connecting rods, crankshaft and eccentric shaft. t might be advisable to decrease gradually the diameter of the passages 13 towards the middle of that part of the sleeve, which is above the bridges and to increase the diameter to wards that part of the sleeve above the ports. This arrangementv might be even better, to obtain an equal cooling of the entire sleeve. `It is considered to be sufficient to show the restrictions 12 in Fig. 2 of the top end 0f thev oil holes 13b, equalizing the diameter of all top ends. This construction would be more expensive. The construction of the entire sleeve is so that it can be machined from a solid piece of steel, as the outer sleeve, cylinder head and cylinder wall, thereby obtain` ing material with the same expansion coei ciency and cheap to manufacture. The exhaust and inletimanifold, the cylinder head 27, oil cover 7 havepto be cast of any suitable material. The cylinder head 6,' cylinder head cover or oil cover 7 are provided with cooling ribs to increase the heat exchange between oil and water. The rings 22 can be made so closely fitting that little \oil will escape, but they. can be welded to the body of4 the sleeve afterwards, to increase the strength ofthe sleeve at that point. The edges 20 and Y 21 have to be comparatively thick to prevent too great a weakness of the sleeve at that polnt, 1f the rings are not welded to the body of the sleeve. The ringscan be stepped as shown, to diminish oil leakage.

The oil pipe 30 serves to eliminate an eventual surplus of oil passing the packing ring 4b in the sleeve and the oil-packing rings 4c in the cylinder head. Oil holes through the sleeve 13d, between'the smaller holes 130,

perpendicular to each other, carries the superfluous oil through the sleeve from the inside to the outside of the sleevetowards the annular space 13 above the second outer sleeve, whence it is carried by suction to thesame pipe 30. v 4

The upper oil reservoir cover 27, the cover 7 the plate 10a, between the oil and water space,

may 'also'be provided with cooling ribs onboth sides. The cylinder head 6 can be connected to the 'cylinder wall 1 by meansof two rows of bolts 28a and 28 around the cylinder, and will form together a solid mass to withstand the explosion pressure and lateral thrust of the piston.

The cylinder head 6 has an upward extensionw6a, the nuts 11a are tightened before the nuts 28 and after the nuts 28a, and hereafter a tight joint is made between V6a and the cover 27 by the nuts 11b, after the nuts 28 are tightened. y

33 is an oil pipe leading from the oil reservoir 9 towards the pump 32, and from there .to the oil sump in the crankcase. The oil is pumped upwards. If the motor sto s all oil `will drain from space 9. It is, o course,

understood that the suction on pipe 30 can be produced by the engine itself, as for instance at the manifold, but any other source will do.

Though the annular space 31n surrounds the entire inner sleeve, it is preferred to place it exclusively at the inlet side, as the suction of the piston during the inlet period and other periods of four-stroke cycle is more than suficient to draw oil past the rings 4a and 4c, and through the inlet ports 27a and25 in the sleeves into the combustion chamber, which causes excessive smoking, as in standard Knight engines, without the present system of cooling. Therefore, it is understood that this arrangement may be applied on Knight engines wit-hout this cooling system, having the sleeve valve movement and piston movement, as proposed in my previous application of l26 March, 1925, No. 18,456, Patent 1,666,160, in which case it would be correspondingly advantageous to place the suction pipe 30 at the inlet side, but below the ports, as, of course, here more oil is naturally drawn up by the piston suction from the lower end of the sleeves, if no oil is supplied at the upper end.4 This arrangement will prevent here, equally of course, excessive smoking and excessive accumulation of carbon, whichis particularly annoying in this type of engine .f

as demounting and cleaning is much more expensive in this type of engine due to its particular construction, as is well known in the art.

In the present arrangement of the inlet port 27a in the outer sleeve, below the inlet port in the cylinder, equal to the arrangement as shown in Figs. 1-5 of said patent, the suction port 30 isplaced above the ports, as the most oil leaks from above instead of from below,

as in standard engines. If said arrangement is applied on a standard engine, without the present cooling system, the pipe 30 should be, of course, below'the inlet ports in the outer ysleeve to prevent oil reaching these ports before they communicate with the piston chamber. If the movement of Figs. 6-9 of said i patent is applied, the same pdsition would i 4oil is a iirst consideration and the position of the inlet port\27a in the outer sleeve is of minor importance.-

However, a second important consideration is where the piston pressure comes. This pressure squeezes the oil between the cylinder and outer` sleeve and betweenthe inner and outer sleeve towards the ports in `the sleeves and downwards towards the crankcase. If the piston pressure comes, as shown in all of said figures in'said. Patent 1,666,160,

on the inlet vside (due to the particular direction -of rotation of the crankshaft) then the oil is pressed on the inlet side, and abundance of oil should be removed even more advantageously in ysuch an arrangement.' In standard Knight' engines, thepiston pressure is always on the exhaust side, but if the Y abundance of oil is removed from said inlet side, there is even less objection in exerting the piston pressure on the inlet side, as here proposed in combination with a new cooling system, for the sake of compactness and simplicity. It should therefore be clearly understood-that these two arrangements are` more or less connected with each other, but the suction arrangement is, of course, applicable with all its very important advantages 'on all standa d arrangements, and those of Patent 1,666,160. It is, of course, understood that the 'method of cooling the. lubricating oil, as shown for fasleeve valve engine, may be. applied also equally on a. poppet valve engine or any other type of engine, with such 'changes of design as logic, skilland judicious 4inder having a combustion space, an expan sion space and a piston reciprocating in the latter space, a cooling fluid circulating around the entire combustion space, a second cooling fluid circulating around the entire expansion space, said cooling fluids separated from each other by walls in said engine.

3. In" an internal co bustion'engine, the

los 5 a working Huid expanding in said cylinder, a cooling liquid surrounding and adjacent to said cylinder, another volume of coolingliquid separated from the first iiuid by walls,

and not yadjacent to said cylinder, said second volume of fluid coolin of fluid. YI. In an internal combustion engine, the combination of a cylinder, a working piston, a working fluid expanding in said cylinder, a nonlubricating fluid circulated to and from g Said first volume the engine to and from a cooler, a lubricating fluid circulating from and to the crankcase, and from and to said cylinder, said first fluid cooling said second fluid, said second fluid a part of said cylinder.

5. In a sleeve valve internal combustion engine; the combination of a cylinder, a reentrant head and reciprocating piston within at least one concentric sleeve valve in said cylinder, an oil lead connected with the inner surface of said cylinder at a point between the upper end of said sleeve in its lowest position and the lower end of said sleeve in its highest position, said oil lead connected with a source of suction to remove oil from between said cylinder and said sleeve.

6. TheV combination of claim 5 in which said oil lead is connected with' said cylinder in the inner one of said sleeve, an oil lead connecting 'with the inlet side of said cylinder to remove oil from the surfaceof contact between the .cylinder and the outer sleeve, and from the surface between the sleeves, by means of a source of suction.

8. The combination of claim 7 in which a reentrant headv is located in said inner sleeve, oil passages in said inner sleeve betweenthe outer and' inner surface ofsaid inner sleeve, to connect said suction source to the inner surface of said inner sleeve, the outer surface thereof and the adjacent surface of said reentrant head.

' 9. In an internal combustion engine, the combination of a cylinder having inlet and exhaust ports opposite each other and extending only around a part of its circumference, sleeve'means in said cylinder controlling said cylinder ports, said .sleeves having also inlet ports .opposite exhaust ports corresponding to those in said cylinder; means to move said sleeve means; means vto lubricate said cylinder, said sleeve means, and a piston reciprocating in said sleeve means; additional means to remove lubricantfrom said sleeve means by a source ofsuction attached to said cylinder, and having communication with the surface of Contact between said cylinder and outer sleeve, between said outer sleeve and inner sleeve, and between said inner sleeve 'Y 65 combination of a cylinder, a working,piston, and said parts within said sleeve.

combustion chamber of an internal combustion engine, a liquid in Contact with said combustion chamber and a diiierent liquid in y'contact with saidv cylinder, said two liquids in direct heat-conductive relation with each other, but separated from each other by metal walls. f y

12. In combination with a cylinder ending in a combustion chamber of an internal combustion engine, a jacket for containing a liquid in contact ywith the upper end ofv said cylinder, a second jacket for containing a liquid in contact with the lower end of said cylinder, said latter'jacket not adjacent said combustion chamber but adjacent said cylinder and cooling also directly by conduction the liquid in said first chamber.

13. The combination of claim 12 in which the heat exchanges between said liquids and said jackets is increasedfor at least one of ,circulate said oil from said cylinder to the movlng parts in said crankcase and reversely; said two liquids being in separate jackets adjacent each other.

JEAN A. H. BARKEIJ.

them by the use of a metal having a higher i heat conductivity than the metal of the other jacket.

14. In an internal combustion engine the combination of a cylinder, a piston reciproeating in said cylinder, valvular means to introduce and exhaust gases from said c linder; said cylinder cooled by a volume o liquid; said valvular meansdubricated by a volume of lubricating liquid; said irstvolume cooling said cylinder in a jacket around said cylinder, said second volume of. lubricant cooled by said first volume of liquid in a s ace adjacent said cylinder and said first j ac et; means to circulate said lubricant v:from said lspace to the crankcase of said cylinder and from said crankcase to said space; said lubricant lubricating the moving parts in said crankcase, and said valvular means outside said crankcase. j

15. In combination with acylinder and a combustion chamber, of an internal combustion engine, the application of fluids of greater specific heat on the walls of said combustion chamber than on the walls of said cylinder, said liquids being contained in separate chambers.

16. An internal combustion engine, comprising a cylinder, al working piston therein, a working fluid expanding in said cylinder, the space within said cylinder, confined by walls,

vdirectly cooled by water at its upper end, by a 

